Railway brake application



May 24, 1938. J. r E. LYNSKEY' 2,1 18,316

RAILWAY BRAKE APPLICAT ION Filed July 23, 1934 Patented May 24, 1938 UNITED STATES PATENT OFFICE 1 Claim.

My invention relates to improvements in railway brake application, in which four brake shoes, suspended from brackets that are mounted on the truck frame, are coupled together by the use of links, l5. The objects of my improvements are:--First, to provide greater braking area by employing four brake shoes, second, to provide facilities for the adjustment of shoe clearance and to limit the extent of the retraction of the shoes; third, to provide facilities for the contraction of the four brake shoes in unison, fourth, to provide facilities to synchronize the contraction with the contraction of other sets of shoes on the same truck frame.

I attain these objects by mechanism illustrated in the accompanying drawing in which, Fig. 1 is the plan View of the entire assembly. Fig. 2 is the top view of the connection of the shoes by the link, 15, and the connection of the stud-rod, 9. Fig. 3 is the plan view of the link, l5. Fig. 4 is the side view of the top bracket. Fig. 5 is the side view of the right bracket. Fig. 6 is the side View of the left bracket. Fig. '7 is the side view of the journal brackets. Fig. 8 is the plan view of all brackets. These figures and mechanism are explained as follows:

When power is applied to the main truck rod, No. 1, the cam-lever, 2, pulls the rod, 3, which has a threaded clevis on each end that provides adjustment of this set of shoes with other sets of shoes on the same truck frame. The pull-rod, 3, moves a cam-lever, 4, which pulls the stud-rod, 9, and the tie-rod, 5. The tie-rod, 5, moves a camlever, 6, which pulls the stud-rod, Ill. Thetierod, 5, has a threaded clevis on each end to adjust the alignment of the cam-levers, 4, and 6, which are bushing mounted on shafts, I and 8, that pass through bushings in the journal brackets (see I Fig. '7). The stud-rods, 9 and II], are connected to the clevised ends of the shoes, I3 and I4, and the cam-levers, 4 and 6, by means of a washer on each side of the cam-levers, 4 and 6, and the shoe-clevises, l3 and I4, and a cotter-pin through a drilled hole in the end of the rod (see Fig. 2). The stud-rods, 9 and Ill, pull the clevised ends of the shoes, I3 and M respectively, down and in; thereby contracting the four brake shoes, in unison, by means of three shoe-links, I5, which are connected to the clevised ends of the brake shoes by large clevis-pins, 16 (see Fig. 2).

The retracting rod, II, which has a fixed clevis on one end and is threaded at the other end, is connected to the center hole of the shoe-link, 15,

by a small clevis-pin, l8, and has a locking-nut,

adjusting-nut and a washer under the arm, 19,

of the suspension bracket and a washer, concentric spring, another washer, adjusting-nut and a locking-nut on top of the bracket arm, [9, which is slotted to allow the above assembly to slide during the contraction and retraction of the shoes. The extent of the retraction of the shoes is adjustable by the bottom adjusting nut and the bottom locking nut and the speed of the retraction being adjustable by the top adjusting nut, which adjusts the tension of the concentric spring, (see Fig. 1).

The suspension brackets (Figures 4, 5, 6, and 8) are to be cut out from a sheet metal stock, shaped and welded; that is the brace section is a separate piece welded to the main section of the bracket. The main section includes the base plate, the face plate and the arm, IS.

The journal brackets (Fig. '7) are to be constructed by use of one pattern to make them interchangeable with each other. They are made so the end of the brace section is rolled to hold a bushing that holds the shaft, 1. The base plate is curved to fit the round lower portion of the journal case and is welded to the face plate and brace sections to form a complete bracket. Two pairs of complete brackets are welded to the round lower portion of the journal case as shown in Fig. 8 (see Figs. 7 and 8).

I am aware that prior to my invention concentric springs, cam-levers, clevised rods have been made and used in many types of apparatus and that brake shoes have been made and used in various multiple types of railway brake application equipment and that the principle of external contraction has been used for braking before.

Therefore; I do not claim such, broadly; but, I do claim:-

In combination with a railway car truck including a supporting wheel, a plurality of brackets carried by said truck and having parts arranged to extend over the periphery of the wheel, a plurality of brake shoes positioned about the periphery of the wheel, links positioned between the brake shoes and movably connected therewith, yielding means connected with said links and said parts for normally holding the brake shoes in spaced relation with the periphery of the wheel, said means restraining the brake shoes from lateral shifting, and an operating linkage movably connected with two brake shoes for moving all the shoes into braking relation with the periphery of the wheel, said linkage extending across one side of the wheel.

JOHN E. LYNSKEY. 

